Rotary coupler connection



2 SheetsSheet l INVENTOR. HIZJIk i a d r Y v MW KLMEW June 26, 1956 F.H. KAYLER ROTARY COUPLER CONNECTION 2 Sheets-Sheet 2 Filed June 20, 1951INVENTOR.

7 1122711; H ffaz Y .QQ 3T3 on ,ww 9m 1 I I 1 l 1 I I I Om 1 FQUIIH m Eagg RGTARY COUPLER CONNECTION Frank H. Kayler, Alliance, Ohio, assignorto American Steel Foundries, Chicago, 11]., a corporation of New JerseyApplication June 20, 1951, Serial No. 232,640

20 Claims. (Cl. 213-75) This invention relates to railway couplers andmore particularly to a novel mounting accommodating relative rotarymovement between a coupler and its supporting car body as may bedesirable in rotary dump cars.

A primary object of the invention is to devise a novel ball and socketconnection between the coupler and its supporting structure facilitatingassembly and disassembly of the coupler.

A more specific object of the invention is to devise a novel coupler andyoke having complementary ball and socket means accommodating relativerotational movement therebetween.

A further object of the invention is to devise an arrangement such asabove described wherein the coupler shank and yoke are interconnected bykeys, and means are provided for reducing bending stresses on the keyswhen the coupler is subjected to pulling or draft forces.

Another object of the invention is to provide novel bearing blocksbetween the keys and a ball end of the coupler shank whereby pullingforces on the coupler are transmitted through said blocks to the keys.

Still another object of the invention is to provide novel means forlimiting rotational movement of the bearing blocks relative to the yoke.

A difierent object of the invention is to eliminate excessive lateraloffset of the coupler shank relative to its supporting car body duringrotation of the latter.

The foregoing and other objects and advantages of the invention willbecome more apparent from the consideration of the specification and theaccompanying drawings wherein:

Figure 1 is a top plan view, partly in horizontal section, of a couplermounting embodying the invention;

Figure 2 is a side elevational view partly in central vertical sectionof the structure shown in Figure 1;

Figure 3 is a composite view, the right half thereof being a sectionalview on the line 33 of Figure 1, and the left half of Figure 3 being asectional view on the line 3A3A of Figure 1;

Figure 4 is a sectional view on the line 44 of Figure 1, and

Figures 5 to 12 inclusive are diagrammatic illustrations showing thepositions of the coupler shank relative to the car body opening throughwhich it extends as the car body is rotated through 180 during a dumpingoperation.

Describing the invention in detail, the coupler head 2 is ofconventional form and is connected to a novel shank 4, the front orouter extremity of which, indicated at 6 in Figures 1 to 3, issubstantially D-shaped in cross section with a substantially fiat bottomweb 8 and a substantially vertical web 10 upstanding from each side ofthe web 8, the webs 19 being interconnected by an arcuate web 12. Theexternal juncture of each web 10 with the bottom web 8, as best seen inFigure 3, is arcuate as at 14 for a purpose hereinafter described inconnection with the operation of the device.

The web 8 is seated on a carrier plate 16 supported by springs 18,mounted within a spring support 20, the

nited States Patent 6 ice? ends of which are removably secured as byrivets 22 to a car body center sill 24. The carrier plate 16 is providedwith a lug 23 (Figure 3) at each side thereof engageable with a stopplate 30 to maintain the springs 18 under sufiicient precompression toprevent undesirable bouncing of the coupler shank. The coupler shankalso comprises an intermediate portion 32 substantially annular in crosssection, as best seen in Figure 4, and the portion 32 is connected to aparti-spherical ball end 34 engaged with a complementary atti-sphericalsocket 36 of a novel yoke 38 having a conventional draft gear pocket 49adapted to contain a draft gear (not shown) for engagement withconventional front and rear draft gear follower plates 44 and 46 (Figure1), respectively, said plates being seated in the usual manner againstfront and rear stops 4% and 50 of the car body center sill 24.

The novel yoke 38 is reversible and comprises side walls 52 as well astop and bottom walls 54 offset upwardly and downwardly, respectively,from the forward edge of the before mentioned socket 36. Each wall 54 isformed with a thickened lateral portion 56 at its juncture with eachside wall 52, the portions 56 being provided with key slots 58. Eachside wall 52 is provided with inner and outer substantially coplanarhorizontal lugs 69 and 62 disposed, respectively, rearwardly andforwardly of the related key slots 58 to accommodate insertion andremoval of vertical keys 64, each of which projects through the relatedkey slots and comprises a bottom head 66 engageable with the bottom yokewall 54 to limit upward movement of the key. The keys are removablyretained by a plate 63 which affords substantially coplanar hearing forthe bottom yoke wall 54 and for the key heads 66; and the plate 68 isprovided with lateral flanges '76 each of which is reflanged as at 72 toafford a convenient removable connection as by rivets 74 to the centersill 24.

The keys are snugly engaged with top and bottom bearing blocks 76 havingparti-spherical surfaces 78 engaged with a complementary surface of theball end 34 of the coupler shank forwardly of its center 79 from whichits spherical surface struck. The blocks 76 are also provided on theirfacing edges with arcuate recesses 84 spaced from the shank portion 32to accommodate relative rotation and angling thereof as hereinafterdescribed.

It will be noted that during pulling or draft forces on the coupler head2 under service conditions, the keys 64 are urged forwardly to bearagainst the yoke portions 56 at the forward edges of the slots 58. Underthese conditions, bending stresses on the keys 64 are reduced byabutment thereof with the yoke lugs 62 which are preferably positionedapproximately midway between the upper and lower key slots 58. The lugs60 limit undesirable rotational movement of the blocks 76 on ahorizontal axis, and maintain the blocks in spaced relationship to eachother.

Compressive or bufiing forces on the coupler head 2 are transmitted fromthe ball end 34 of the coupler shank to the yoke 38 along its surface36.

It will be noted that the yoke 38 is preferably in the form of a castingwhich is cored out as at 82 to lighten the structure and to affordconvenient foundry practice. Also the ball end 34 of the coupler shankis provided with elongated horizontal slots 34 at opposite sidesthereof, said slots having a depth at least as great as that of the yokelugs 61 and 62 and being in alignment therewith longitudinally of thecar body with the parts in assembled position, as shown in Figures 1 to4, whereby, upon removal of the keys 64 and subsequent removal of thebearing blocks 76, the coupler shank may be disassembled from the yoke38 by pulling the shank outwardly, the lugs 69 and 62 passing throughthe slots 84.

In the illustrated embodiment of the invention, a striker 3 casting 86is preferably provided and is removably attached as by rivets 88 to thecenter sill 24 of the car body. The striker casting is provided with anopening 96 of novel form although it will be understood that, ifdesired, the opening 99 may be provided in an integral part of the carbody.

The opening 99 is particularly formed and arranged to cooperate with thecoupler shank portion 6 received therewithin to prevent excessivelateral offset of the coupler when its supporting car body is rotatedapproximately 90. Under such conditions, in prior art arrangements,excessive offset between the coupler of the rotating car and the matingcoupler of a non-rotating car has developed, resulting in excessivebinding upon rotation of the car beyond 9 V to raise its coupler back tolevel. This condition has heretofore been regarded as a necessaryconsequence of providing a striker opening of' conventional width toaccommodate coupler side motion or lateral angling in service operationaround curves. However, an important feature of the present inventionresides in the fact that the opening 90- is of conventional width toaccommodate coupler side motion under service operations wherein itssupporting car is upright, in combination with a novel configuration ofopening 90 which limits lateral offset of the coupler relative to itscar body during rotation of the latter. 7

This feature of the invention is illustrated in Figures 5 to 12,inclusive, and referring first to Figure 5 it will be noted that theopening 90, as seen in front elevational view, is partly defined by asubstantially ellipsoidal surface 92 defining the upper margin of theopening 96 above the shank portion 6 and tapering inwardly as best seenin Figure l. The surface 90, as shown in Figure 5, is so formed andarranged above the level of the carrier plate 16 that when the car bodyand coupler shank are in normal position (that is, when the car isupright and level and the shank 6 is level and centered as shown inFigure 5), the distance between any point on the surface 92 and aco-radial point on the exterior of shank portion 6 lying on a commonradius from the rotational axis X of the car body, is substantially lessthan the distance distance between said point on the shank and said axisX, which coincides with the longitudinal axis of the shank portion 6.when the carbody and shank are in normal position, as heretoforedefined.

For example, referring to Figure 5, point 94 on the surface 92 issubstantially closer to co-radial point 96 on the exterior surface ofshank portion 6 than the distance between point 96 and the axis X, fromwhich radius 98. is drawn at an angle of approximately 26 with respectto the short axis Y of the opening 90. It will be noted that, as shownin Figure 5, the short axis Y of the opening 90 is its vertical axiswhen the car body is in its normal upright position and, under theseconditions, the carrier plate 16 is in tight contact with the stops 39accommodating the usual amount of lateral angling of the shank portion6,, as may be required when. its car is rolling on curved track with thecoupler head 2 mated with the coupler of an adjacent car.

F gures 6 to 12, as hereinafter discussed, illustrate that the point ofcontact between the coupler shank portion 6 and the surface 92 in anyrotational position of the car body is preferably along a radius of saidopening struck from the rotational axis X of the car body at an anglenot greater than about 35 with respect to the short axis Y of theopening 90. V

For example, as shown in Figure 6, wherein the car body has been rotatedin a clockwise direction about 30 from normal position, the point ofcontact between. the shank portion 6 and the surface 92 is indicated at99 along a radius 106 from the axis X, said radius being at an angle ofabout 12 to the short axis Y of the opening Under these conditions, thelongitudinal axis Z of; the shank portion 6 has moved laterally andupwardly from the rotational axis X of the car body as theresult of acamming action by the carrier plate 16 without further compressing itssupporting springs.

In Figure 7, the car body is illustrated in a further position ofclockwise rotation about from the normal position of Figure 5; and underthese conditions, the shank portion 6 is engaged with the surface 92 ata point 102 on a radius 104 from the axis X, the radius 104- being at anangle of about 25 with respect to the short axis Y of the opening 90.The longitudinal axis Z of the shank portion 6 has moved downwardly andlaterally from the position of Figure 6 to a position of maximum lateralangling of shank portion 6 during rotation of the car body. It will benoted that in the position of Figure 7 the carrier plate 16 has beencompressed to a position indicated at 16a and its lower lug 28 is spacedfrom the stop 34 at the lower side of the opening under theseconditions.

In Figure 8, the, car body is. illustrated in a rotational positionabout 60, from the normal position of Figure 5, and lateral movement ofthe shaknportion, 6, is limited by engagement thereof with thesurface 92at point 166 on a radius 108. drawn from the axis X at about 24 to theaxisv Y. Under these conditions, the longitudinal axis Z of the shankportion 6 has; moved downwardly from the position of Figure 7 but hasnot moved further laterally from the position of, Figure 7, and thecarrier plate 16 remains in the compressed position indicated at 16a,with its lower lug 28 spaced from the stop 30 at the lower side of theopening 90.

Referring now to Figure 9-, the car body is illustrated in a furtherrotational, position about 90 from the normal' position of Figure 5, andlateral movement of the shank portion 6 is limited by engagement withthe surface 92 at point 110. on a radius 112 drawn from the axis X atabout 26 with respect to the short axisY of the opening 90. Under theseconditions, the longitudinal axis Z of the shank has movedfrom theposition of Figure 8 upwardly and laterally toward the rotational axis Xof the opening 90, and the carrier plate 16 has resumed normal positionwith its lugs 28 engaged with the stops 30.

Figure 10 illustrates the car body in a further rotational positionabout from thenormal position of Figure 5, and lateral movement of theshank portion 6 'is. limited by engagement with the surface 92, at apoint 114 on a radius 116 drawn from the-rotational axis X of theopening 90, the radius 114 coinciding with the short axis Y of theopening 90. Under these conditions, the carrier plate 16 is again cammedto a position 16a whereat itsv lower lug 2 8. is spaced from the lowerstop 30; and the longitudinal axis Y of the shank portion 6 has moveddownwardly from the position ofFigure 9 but has moved close to therotational axis X of the opening 90 than in the position of Figure 9,thereby further reducing lateral offset of the shank portion 6.

Referring to in Figure ll, the car body is shown in a further rotationalposition about from the normal position of Figure 5, and lateralmovement of the shank portion 6 is limited by engagement with thesurface 92 at point 118 on a radius 120 drawn from the rotational axis Xof the opening 90 at an angle of about 5 with respect tov its short axisY. Under these conditions, the longitudinal axis Z of the shank portion6 has moved downwardly from the positionof Figure 10, however, lateraloffset of the shank portion 6 with respect to the car body is less thanthat occurring under the conditions of Fig: ure 9. in the position ofFigure 11, the carrier plate 16 is still compressed somewhat from itsnormal position to that. indicated at Figure 16a, with its lower lug 28spaced from the lower; lug 30,.

Figure 12 illustrates the car body in a rotational position 180 from thenormal, position of Figure 5. and the longitudinal axis Z of the shankportion 6 is'in a vertical plane intersecting the rotational axis X ofthe opening 99. along the short axis Y thereof which is again disposedinla vertiealplane. Under, these conditions, there isno lateral oifsetof the coupler shank relative to the car body, and the carrier platelugs 28 are again in contact with the stops 30. In the position ofFigure 12, lateral movement of the shank portion 6 is resisted byengagement thereof with the surface 92 at points 122 and 124 along radii126 and 128, respectively, each disposed at an angle of about 29 withrespect to the short axis Y of the opening 99.

Thus it will be seen that in any rotational position of the car bodyless than 135 from normal position thereof, lateral movement of thecoupler shank portion 6 is preferably limited by engagement with theellipsoidal surace 92 at a point thereon lying on a radius from therotational axis X of the opening 90 at an angle not substantiallygreater than 26 with respect to the short axis Y of the opening 90. Thusreferring again to Figure 5, wherein the radius 98 is drawn atapproximately 26 to the axis Y, it will be seen that the distancebetween coradial points 94 and 96 on the surface 92 and the exteriorsurface of the shank portion 6, respectively, is not substantiallygreater than about 45% of the distance between the point 96 and the axisX from which the radius 98 is drawn. This fact, in combination with thefact that the surface 92 is substantially ellipsoidal in shape above thelevel of the carrier 16 when the car body and coupler shank are innormal position, with the distance between any point on the surface 92and a co-radial point on the external surface on the shank portion 6being less than the distance between the point on the shank portion 6and the rotational axis X of the opening, accommodates full lateralangling of the coupler shank 6 when the car body is in normal levelposition and greatly restricts lateral offset of the shank portion 6with respect to the car body when the latter is rotated during a dumpingoperation.

Furthermore, when the car body is being rotated 180 from its normallevel position, as shown in Figure 12, the shank portion 6 is restrainedby contact with the surface 92 at 122 and 124 against lateral anglingfromthe horizontally centered position shown in Figure 12.

I claim:

1. A coupler mounting comprising a yoke having a socket with aparti-spherical surface, a coupler having a shank with an extremity insaid socket seated against said surface along a complementaryparti-spherical area of said extremity, a plurality of separable bearingblocks in said yoke engaging forwardly facing complementarypara-spherical areas of said shank, and substantially rigid,nonresilient key means engaged with rearwardly and forwardly facingsurfaces of the yoke and blocks, respectively, to limit forward movementof the blocks.

2. A coupler mounting comprising a yoke having a socket, a couplerhaving a shank with an extremity projecting into said socket and seatedagainst the yoke along complementary parti-spherical surfaces of theshank and yoke, respectively, a plurality of separable bearing blocks insaid yoke outwardly of said socket and engaged with said shank alongcomplementary parti-spherical surfaces of the shank and blocks,respectively, substantially concentric with the first mentionedsurfaces, a substantially rigid, nonresilient key engaging the outersides of the blocks and extending through aligned slots in the yoke, andmeans on the yoke between said slots engageable with the keyintermediate its ends for reducing bending stresses thereon when theshank is subjected to pulling forces.

3. A coupler mounting comprising a yoke, a coupler having a shankprojecting into the yoke and engaged therewith along complementaryparti-spherical surfaces, a plurality of separable bearing blocksengaged with the shank along complementary parti-spherical surfaces,substantially rigid key means removably connected to the shank forlimiting outward movement of the blocks with respect of the yoke, andmeans on the yoke between the blocks and engageable therewith toposition said blocks.

4. A coupler mounting comprising a yoke having a socket with aparti-spherical surface, a coupler comprising a shank with a ball endextending into said socket and seated against said surface, means forretaining said end in engagement with said surface comprising key meansextending through aligned slots of the yoke, abutment means on the yokebetween said slots, said abutment means facing the socket and engagedwith the key means for limiting bending stresses thereon under certainconditions, and a slot through said ball end aligned with said abutmentmeans to accommodate passage of the latter through said slot toaccommodate disassembly of the coupler and yoke, upon removal of the keymeans.

5. A coupler mounting comprising a yoke having a forwardly facing socketand top and bottom walls projecting forwardly therefrom, a couplerhaving a shank With an extremity projecting into said socket and seatedagainst the yoke therein along complementary partispherical surfaces,top and bottom bearing blocks disposed forwardly of said socket andseated against the shank along complementary parti-spherical surfacessubstantially concentric with the first mentioned surfaces, a pair ofkeys at opposite sides of the shank and extending through slots in saidwalls, said keys being engageable with the blocks and walls to retainsaid shank extremity in said socket, and abutments on said yoke betweensaid walls engageable with respective keys to limit bending stressesthereon.

6. A coupler mounting comprising a yoke having a socket and having topand bottom walls and spaced side walls extending forwardly from saidsocket, a coupler comprising a shank with a ball end seated in saidsocket along complementary atti-spherical surfaces of said yoke and ballend, top and bottom bearing blocks disposed forwardly of said socket andseated against said ball end along complementary parti-sphericalsurfaces substantially concentric with respect to the first mentionedsurfaces, a pair of keys at opposite sides, respectively, of the shank,each of said keys being removably retained within aligned slots in thetop and bottom walls and bearing against the blocks to retain the latterin assembled position, lugs on the inner surfaces of the side wallsengageable with forwardly facing areas of the keys to limit bendingstresses thereon, and slots through said ball end from front to rearthereof in alignment with said lugs, said lugs being adapted to passthrough respective slots upon removal of said ball from said yoke.

7. A coupler mounting comprising a yoke having a parti-spherical socketand having top and bottom walls offset upwardly and downwardlytherefrom, respectively, and extending forwardly from said socket, saidyoke comprising side walls extending forwardly from said socket andmerging with said top and bottom walls, a coupler having a shankcomprising a ball end with a parti-spherical surface complementary tothat of said socket and seated against said socket surface, a pair oftop and bottom bearing blocks disposed forwardly of said socket andhaving parti-spherical surfaces engaged with complementary surfaces ofsaid ball end, all of said surfaces being substantially concentric, apair of lugs on the inner surfaces of respective side walls disposedbetween said blocks to maintain them in spaced relationship with respectto each other, key slots through said top and bottom walls, a pair ofkeys engaged with the forward surfaces of the blocks and extendingthrough the related key slots, said keys being engaged with the top andbottom walls at the forward ends of said key slots, another pair of lugson the inner surfaces of re spective side walls engageable with theforward edges of the keys to reduce bending stresses thereon, said otherlugs being aligned horizontally with the first mentioned lugs, and slotsthrough said ball end aligned with said lugs whereby said lugs may bepassed through said lastmentioned slots during assembly and disassemblyof the yoke and shank.

z reaoco 8. A coupler mounting comprising a support member, a couplershank having arcuate thrust engagement with said support member, meansfor retaining said member and shank in said thrust engagement comprisinga key removably interlocked at its ends with said member, and means onsaid member interengaged with the key between said ends for limitingbending stresses thereon when the coupler shank is subjected to pullingforces.

9. A coupler mounting comprising a support member, a coupler having ashank member in complementary arcuate thrust engagement with saidsupport member, readily removable means interlocking said members insaid thrust engagement, said removable means comprising a key engaged atits ends with the support member, and means on said support memberengaged with the keybetween said ends to limit bending stresses thereonwhen the shank member is subjected to forces tending to separate saidmembers from said thrust engagement.

10. A coupler mounting comprising a support member, a. couplercomprising a shank in arcuate thrust engagement with the support member,aligned key slots through the support member, means for retaining saidmembers in said thrust engagement comprising a'key extending throughsaid slots and engaged with the support member, and an abutment carriedby said support member between said slots, said abutment being engagedwith the key to reduce bending stresses thereon under certainconditions.

11. A coupler mounting comprising a support member having top and bottomand spaced side walls defining a cavity and having a socket inwardly ofsaid cavity, a coupler comprising a shank extending through said cavity,said shank having an enlarged end in said socket, retaining means forsaid shank comprising top and bottom bearing blocks in said cavityengaged with said end, said retaining means comprising a key extendingthrough aligned slots in said top and bottom walls, an inwardly facingabutment projecting from one of the side walls and engaged with the keyto reduce bending stresses thereon, and slots through said enlarged endaligned with said abutments whereby said abutments may be passed throughsaid last mentioned slots during assembly and disassembly of the couplershank and support member.

12. A coupler yoke comprising a socket and comprising top and bottomwalls ofiset upwardly and downwardly from said socket, spaced side wallsconnected to the top and bottom walls, aligned key slots through saidtop and bottom walls for reception of associated key means, and a log onthe inner surface of at least one side wall between said top and bottomwalls, said lug comprising an abutment facing the socket and adapted forengagement with said key means to reduce bending stresses thereon.

13. A coupler yoke comprising a socket and comprising top andbottomwalls projecting forwardly therefrom, a side wall connected to said topand bottom walls, aligned key slots through said top and bottom Walls,abutment carried by the side wall and disposed between the top andbottom walls, said abutment being disposed forwardly of the key slotsandfacing said socket.

14. A coupler yoke comprising an arcuate socket and comprising spacedwalls extending forwardly from said socket, said walls having alignedkey slots therethrough, said. yoke comprising another wallinterconnecting said spaced walls, said otherwall comprising a keyabutment lugbet-ween said spaced walls, said lug being spaced from saidslots and being disposed between said slots in alignment therewith, andsaid lug facing the socket for engagement with associated key meansreceivable in said slots.

15. A coupler yoke comprising a socket and comprising spaced wallsprojecting forwardly therefrom, aligned key slots through said walls,another wall interconnecting said spaced walls, and a pair of spacedlugs, on the inner surface of'said other wall between said key slots,said lugs being in alignment with each other and defining therebetween aspace registered with said slots to accommodate insertion of associatedkey means therein.

16. A coupler comprising a shank with a ball end having aparti-spherical bufling. surface and at least one slot through said endinterrupting its surface from front to rear thereof, said slotaccommodating passage of a yoke lug therethrough during assembly anddisassembly of said ball end with a yoke.

17. In a railway coupler mounting for a rotatable car; the combinationof an opening in said car, a coupler with a shank rotatably connected tothe car and having a portion extending through the opening, and meanscarried by the car to resiliently support the shank in said opening,said shank portion having arcuate exterior surfaces on its upper andlower lateral edges, and said opening being generally ellipsoidal inshape around the sides and over the top of said portion to confine theshank against excessive lateral offset relative to the car upon.rotation thereof.

18. In a coupler mounting, a car body, a coupler having a shank, meansconnecting said shank to said body to. accommodate 180 rotation of thelatter on a substantially horizontal axis extending longitudinally ofsaid body, and means on said body and shank for limiting lateral offsetof the latter from said axis to a predeter mined distance when the bodyis in normal upright position, and means for limiting lateral offset ofthe shank to a lesser distance from said axis when the car body isrotated on said axis from said position.

19. In a coupler mounting, a car body, a coupler having a shank, meansconnecting said shank to said body to accommodate rotation of the latteron a substantially horizontal axis, and means; on said body and shankfor restricting lateral olfset of the latter from said axis to apredetermined distance when the body is in upright position and forrestricting lateral oifset of the shank to a lesser distance from saidaxis when the car body is rotated on said axis from said position, saidlast mentioned means comprising cooperating substantially rigid arcuatesurfaces on the shank and car body.

20. In a coupler mounting, a car body having an opening, a couplerhaving a shank portion, means resiliently supporting said coupler inlevel position, means connecting said shank portion to said car body toaccommodate rotation relative to said shank on a substantiallyhorizontal axis, said opening being partly defined by a substantiallyellipsoidal surface extending around the sides and over the top of saidshank portion, said opening end portion being so formed and arrangedthat in normal position of the car body and coupler the distance betweenany point on said surface and a co-radial point on the exterior surfaceof said portion lying on a radius from said axis is less than thedistance between said co-radial point and said axis, and the distancebetween any point of said first mentioned surface and, a co-radial pointon said second-mentioned surface lying on a radius from said axis at anangle not more than about with respect to the normally vertical axis ofsaid opening is not greater than about of the distance between said lastmentioned point and said horizontal axis whereby maximum lateral offsetbetween said shank and car body during rotation of the latter on saidhorizontal axis is substantially less than maximum lateral angling ofthe.

shank when the car body is in normal upright position. References Citedin the file of this patent UNITED STATES PATENTS 752,605 Thomas Feb. 16,1904 1,925,319 Goodall Sept. 5, 1933 2,240,363; Barrows et al. Apr. 29,1941 2,276,168 Dalton Mar. 10, 1942 2,282,146 Mealing et al. May 5, 19422,327,240 Barrows et a1 Aug. 17, 1943 2,378,851 Ibbott June 19, 19452,404,285 Gilpin July 16, 1946 2,509,988 Nys'trom May 30, 1950

